Vehicle control mechanism



May l, 1951 H. w. PRICE VEHICLE CONTROL MECHANISM 6 Sheets-Sheet l Filed Sept. 23, 1942 INVENToR. HAR QLD W PRICE May 1, 1951 H. w. PRICE 2,551,287

VEHICLE CONTROL MECHANISM Filed sept. 25, 1942 e sheets-sheet 2 IN VEN TOR. HAROLD W PR/CE May 1951 H. w. PRICE 2,551,287

VEHICLE CONTROL MECHANISM Filed sept. 23, 1942 f 6 sheets-sheen 3 HHH' Y l l INVENTOR. HARQLD W PE2/CE May l, 1951 H. w. PRICE 2,551,287

VEHICLE CONTROL MECHANISM Filed sept. 25, .1942 e sheets-sheet 4 INVEN TOR. HAROLD W PRICE May 1, 1951 H. w. PRICE 2,551,287

VEHICLE CONTROL MECHANISM Filed Sept. 23, 1942 6 Sheets-Sheet. 5

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IN VEN TOR.

HAROLD Wi PRICE May l, 1951 H. w. PRICE 2,551,287

VEHICLE CONTROL MECHANISM Filed Sept. 25, 1942 l 6 Sheets-Sheet 6 Z7 .Il

INVENTOI? #f4/fom W Pfff Hmz:

Patented May 1, 1951 sie VEHICLE CGNTROL MEFJHANSM Application September 23, 1942, Serial No. 459,383

8 Claims'. l

This invention relates in general to power operated mechanism for actuating a friction clutch in the power plant of an automotive vehicle, said plant being provided with a selective gear transmission controlled by a manually operated selector lever mounted near the steering wheel of the vehicle.

One of the principal objects of my invention is to provide in the aforementioned power plant, or a power plant including a manually and kickdown operated selective gear transmission and a fluid clutch located between the internal combustion engine anda friction clutch, a friction clutch operating power means operative to eect a disengagement ci the friction clutch when the accelerator is released and the aiorementioned selector is moved to establish the transmission in gear. A' further object of my invention is tc provide, in either one of the aforementioned power plants, a friction clutch operating power means operative to effect a disengagement of the clutch' when the accelerator is released to idle the engine and he vehicle is either at a standstill or is travelling at or below a certain speed. Now the accelerator constitutes one of the controls of the aforemen tioned kickdown transmission mechanism, accordingly, it follows that in the transmission operating mechanism and the clutch operating mechanism of my invention both the shift lever and accelerator constitute controls for both of said mechanisms.

Yet another object of my invention is to provide, in either one of the aforementioned power plants, a friction clutch operating power means operative to elfect a movement of the clutch j plates into initial contact with each other after thev gear selecting movement of the selector lever has been completed and the vehicle is exceeding a certain speed. A depression ofy the accelerator then serves to open the throttle and at the same time complete the clutch engaging operation of the power means, the degree of the loading of the clutch plates being directly proportional to the degree of depression of the accelerator.

A further object` of my invention is to provide a pressure differential operated motor for operating the friction clutch of an automotive vehicle, said motor being controlled by valve mechanism operative, when the accelerator is released Sulliciently to close a switch and sufficient pressure is exerted upon the aforementioned transmission controlling selector to close a switch, to effect a clutch disengaging operation of said motor. motor is then operative, when the driver removes his hand from the selector, that is after the trans- Saidv Fil 2; mission is placed in gear, to control the engagement of. the clutch. Yet another object of my invention is to combine with this clutch control mechanism, and particularly one includingv in' addition to the selector lever control means a vehicle speed responsive governor operated control means, a kickdown transmission mechanism of the day; and this latter mechanism may or may not include a fluid coupling. One type of kickdown transmission of the day includes a transA mission unit which is selectively operable by a manually operated shift lever to establish 'the unit in any one of a reverse gear setting, a transmission neutral selting, a low range setting or a high range setting; and another type oi transmis-- sion mechanis ci the day includes a transmission unit which is selectively established, by an operation of the shift lever, in any one of a reverse gear setting, a transmission neutral setting, mud gear setting and an automatic setting. W ith both of these types of kickdown transmission mechanism there is provided a vacuum and spring operated motor, controlled in part by an operation of the accelerator and a vehicle speed responsive governor, said. motor being operable to' eiect either a kickdown or an upshift operation oi the transmission unit.

A further object of my invention is to provide a pressure differential operated clutch operating power unit, the clutch engaging and disengaging operations of said unit being controlled in part by a solenoid operated three-way valve and the clutch engaging operation of said unit being con# trolled in part by a pressure differential and spring operated rst stage bleed valve, both of valves and the solenoid being compacted into one unit mounted on the suction side of said motor.

Yet another Object of my invention is to provide an accelerator operated bleed valve and switch unit for in part controlling the operation of a clutch operating pressure differential operated motor, said unit cooperating with the aforementioned solenoid operated three-Way and bleed valve unit.

A further object of my invention is to provide a tia-'o stage friction clutch operating mechanism controlled by either the accelerator oi the vehicle and a vehicle speed responsive governor or by said accelerator and a transmission controlling selector lever.

A. further object of my invention is to provide a manifold vacuum operated clutch operating motor operative to disengage the friction clutch of an automotive vehicle when the car is at a standstill and the accelerator is released, said motor, however, being rendered inoperative to so operate the clutch when the clutch pedal of the vehicle is manually depressed to disengage the clutch prior to cranking the engine. Such a mechanism insures the desired resistance to movement of the clutch pedal as the clutch is being manually disengaged despite a cranking of the engine; for if the clutch control mechanism of my invention were not disabled when the clutch is being manually disengaged then there would result, by virtue of the energization of the clutch operating motor, an undesirable sudden lessening of the resistance to movement of the clutch pedal before said movement is completed.

Yet another object f my invention is to provide a simple, compact and effective pressure differential operated power unit for effecting an operation of a friction clutch.

A futher object of my invention is to provide, in an automotive power plant comprising an internal combustion engine, a selective gear transmission capable of being manually operated, a

friction clutch mounted between the engine and transmission, a fluid clutch mounted between the engine and friction clutch and a propeller shaft, means for effecting a smooth start of the vehicle irrespective of the setting of the transmission and for effecting a subsequent transmission of power from the engine to the propeller shaft without jerking the vehicle and without unduly speeding up the engine.

Yet another object of my invention is to so construct and arrange the parts of the last mentioned power plant as to control the same, under all normal driving conditions, solely by the operation of the accelerator and the aforementioned transmission and friction clutch controlling selector lever.

An important object of my invention is to provide a power plant for an automotive vehicle including a kick-down transmission mechanism of the day in combination with a fluid coupling, the operation of a portion of said transmission mechanism being facilitated by a certain operation of the friction clutch of the power plant. the entire mechanism, including the friction clutch and the transmission mechanism, being controlled by an operation of the accelerator and the shift lever of the power plant.

Other objects of the invention and desirable details of construction and combinations of parts will become apparent from the following description of a preferred embodiment, which description is taken in conjunction with the accompanying drawings, in which:

Figure 1 is a diagrammatic view disclosing parts of the power plant of an automotive vehicle and also disclosing the friction clutch operating power means constituting the principal feature of my invention;

Figure 2 is a View of the clutch controlled motor and valve unit mounted thereon, the valve mechanism being shown in end elevation and the motor in longitudinal section;

Figure 3 is an end elevational view of the motor and valve unit of Figure 2;

Figure 4 is a sectional view, taken on the line 4 4 of Figure 2 of the valve mechanism of Figures 2 and 3 disclosing the details thereof;

Figure 5 is a sectional view, taken on the line 5-5 of Figure 4;

Figure 6 is a sectional View, taken on the line 6-6 of Figure 7, of the accelerator operated switch and second stage bleed valve mechanism of the clutch control mechanism constituting my invention;

Figure 7 is a sectional View of the valve and switch mechanism of Figure 6 taken on the line '1 1 thereof;

Figure 8 is a longitudinal sectional view disclosing details of the governor and governor operated switch mechanism constituting a part of the control mechanism of my invention;

Figure 9 is a view looking in the direction of the arrows 9--9 of Figure 8 disclosing the switch mechanism of the governor and switch unit disclosed in Figure 8;

Figure 10 is a sectional view taken on the line I-ID of Figure 9 disclosing certain details of the switch mechanism of Figure 8; and

Figure 11 is a diagrammatic view disclosing the power plant of an automotive vehicle said plant including a kickdown transmission mechanism and further including the friction clutch operating power means disclosed in Figure 1.

Referring to Figure 1 diagrammatically disclosing a preferred embodiment of my invention, the power element I0 of a single acting clutch operating motor unit I2, Figure 2, is operably connected by a rod I4 to a crank I6 keyed to a shaft I8 which is operably connected to the driven element of a friction clutch, not shown. A clutch pedal 20, rotatably mounted on said shaft I8 is provided with a stop 22 contactible with the crank I6 thereby providing means for manually operating the clutch when the motor is inoperative. As disclosed in Figure 1 the power plant of the vehicle also includes an internal combustion engine 24 and a selective gear transmission 26. The aforementioned friction clutch is of course interposed in said power plant between the engine and transmission and said power plant also preferably includes a fluid clutch, notl shown, interposed between the engine and friction clutch.

The friction clutch operating motor unit I2 is in part controlled by a compact valvular unit r 28 mounted on the suction side of the motor, the

details of said unit being disclosed in Figures 2-5 inclusive. This unit includes a three-Way valve mechanism 3i) operative to eect the clutch disengaging and initiate the clutch engaging operations of the motor and also includes a first stage bleed valve 32 which is automatically operative, when the clutch plates contact at a predetermined load, to terminate a relatively fast clutch engaging movement of the motor power element It. The motor I2 is also in part controlled by a second stage bleed valve 33, Figures 6 and 7, operated by the accelerator and operative to control the loading of the clutch plates as said plates are moved, by a clutch spring not shown, into firm engagement with each other.

Describing now in detail the clutch control motor unit I2 disclosed in Figures 2 to 5 inclusive, the motor part thereof, disclosed in section in Figure 2, includes cup shaped casing members 34 and 36 each provided with a flange and between said flanges there is detachably secured by fastening means 38, a fiexible portion of the power element I0 of said motor. The motor unit is preferably detachably secured, by studs 40, to some part of the chassis of the vehicle or other convenient support located near the clutch operating crank I6.

The aforementioned three-way valve and first stage valve, together with the means for operat- 5,. ing said' valves, is detachably secured as a unit to the casing member 36 by a stud d2 extending into a body member 44 of said unit. This unit includes a cup shaped casing member 46 detachably secured, by studs 48, to the body member 44 and also includes cup shaped casing members 50 and 52 together constituting a housing for the rst stage valve 32 and the power means for operating said valve. The casing members 50 and 52 are each provided with a flange and between said anges there is secured, by studs 54, a flexible diaphragm 56 constituting the power element of the power means for operating the valve 32. To the central part of the diaphragm 56 there is secured. a hub member 58 which is recessed to receive a valve member 60 constituting the most important element f the rst stage valve mechanism 32. The diaphragm 56 is biased, to the valve closed position disclosed in Figure 4, by a spring 62, one end of said spring being sleeved over a pin 64 extending through the center of the diaphragm 56 into hub member 5S and secured thereto. The other end of the spring 52 extends within the interior of a cup shaped member 66 ixedly secured to the central part of the ``f casing member 52. A stud 68 having an enlarged end portion' l0 abutting the spring `62, is threadedly mounted in the base portion of the member 66.

Describing now the valve mechanism and the means for operating the same the casing member 46 constitutes a housing for a valve operating solenoid 'il comprising a winding 'H2 and an armature l to the lower end of which is secured a valve member 16. A disk shaped member 'J8 is detachably secured, by the studs 18, to the body member and the casing member 46 and said member 18 is cupped in its central portion and provided with a flange 85) which constitutes a seat for the valve member 16.

As disclosed in Figure 1 the valve operating solenoid 'il is electrically connected in series with a grounded battery 82, an ignition switch 83, a clutch pedal operated breaker switch 8d, an accelerator operated breaker switch 86, Figure '7, and a grounded governor operated breaker switch 88. When these four switches are closed, that is, when the accelerator is released, the vehicle is at a standstill or is travelling at or below governor speed, the ignition switch is closed and the clutch pedal is released, the valve operating solenoid is energized to effect a clutch disengaging operation of the motor unit |2. As the clutch pedal is being moved to its clutch disengaged position the switch 8d is preferably opened at the cushion point of the clutch plates, that is, the position of the movable driven clutch plate when it is in slight contact with the driving clutch plate; and this operation renders the clutch control mechanism inoperative until such time as the clutch pedal is returned to its clutch engaged position.

Explaining the function of the switch 34, when the engine is dead and the car is at a standstill it is best to manually disengage the friction clutch prior to cranking the engine; for regardless of whether or not the transmission 25 is in neutral and regardless of the operation of the fluid clutch it is always best, to avoid a possible stalling of the engine, to unload the engine as much as possible. If, perchance'the transmission is in gear, then it is quite necessary to manually disengage the friction clutch before cranking thel engine. This desirable unloading of the engine is of course accomplished byy diseng'aging' the friction clutch and'thi's Amust be done oy depressing the clutch pedal 2e. This operation is necessary for the reason that at this time, that is, before the engine is started, there is no source of vacuum to energize the clutch operating motor |2. Now if perchance the driver is a little slow in moving the clutch pedal to its clutch disengaged position, that is, the position of the pedal necessary to effect the same separation of the clutch plates as is effected by a clutch disengaging operation of the motor unit |f2, and if, during this movement, there is created a source of vacuum in the intake manifold by a starting of the engine, then the clutch motor unit will be energized before the clutch disengaging movement of the clutch pedal is completed; and this results in a sudden reduction of the force necessary to complete the disengagement of the clutch or, expressed in other words, a lightening of the clutch pedal. This is ofcourse an undesirable effect and will probably result in the clutch pedal being slammed against the floorboard. The incorporation of the switch 8:3V in the means for controlling the clutch control valve 30 prevents this undesirable result.

Referring now to Figures 6 and 7 there is here disclosed the second stage bleed valve 33, the switch 85, Figure '7, and the accelerator operated means for operating said valve and switch. This mechanism includes a casing hollowed out in the upper part thereof to receive the switch 86, the valve 33 and the means for operating the switch and valve. To the underside of a cover member 92, which is made of a non-conductive material, there is secured a U-shaped metallic member 84 serving as a support for a movable contact member 96 pivotally mounted on a pin 96 extending through said support and arms |00 and m2 of the movable contact member. A clip 34, mounted on the top of the cover member 92,

is secured to theY member 913 and to this clipthere is attached the conductor, Figure l, connected with the winding 72 of the solenoid. This movable contact member includes a U-shaped member |06, a contact member |03 secured to the member |06 and abutting a movable contact member when the switch is closed, a rectangular shaped filler member l2 and the aforementioned arms ||l0 and |52. A prong ||4 of a coil spring H6, sleeved over the pin 93, lies upon the top of the filler member l2 fitted within the U-shaped member |66, said prong serving to bias the movable contact member to its switch closed position. To the underside of the cover member 92 and by the side of the movable contact member there is secured a stamping` H8, said stamping being provided at one of its ends with a laterally extending projection which is secured the fixed contact member |22. A clip |24, mounted on the top of the cover member 92, is secured to the stamping I3 and to this clip there is attached the conductor, Figure 1, connected with one of the contacts, preferably the fixed contact of the clutch pedal operated breaker switch 84. Through an opening in the cover member S2 and an opening in that portion of the stamping ||8 adjacent the projection |26 there extends a bolt |26.

Upon the end portion of this bolt extending through the stamping ||8 there is threaded a nut |26 and a spring |30 is interposed between the underside of the cover member 92 and the top side of said stamping. A lock nut |32 may be threaded on the bolt, said nut contacting the top of' a spoolshaped bushing |35 mounted' in the cover member 92 and provided with a bore which is threaded to receive said bolt. The bolt |26 therefore provides a means for determining the degree of gap between the xed and movable contacts |22 and I8 when the switch is opened; for either a rotation of the bolt or a rotation of the nut |28 upon the bolt will serve to either compress the spring |30 or permit the same to eX- pand, thereby changing the distance between the contacts |88 and |22 when in their switch open position.

Describing now the valve mechanism of the unit disclosed in Figures 6 and 7, the same comprises an irregular shaped valve support plate |38 extending crosswise of the unit and pivotally mounted upon a pin |38, the ends of which eX- tend through the sides of the body member 98. One side of the plate |36 is turned up at |48 to provide an ear through which the pin |38 extends and the other side of said plate is turned up to provide the base portion of an arm |42 provided at its end with a laterally extending portion |44, Figure '7. The aforementioned second stage bleed valve member 33 is xedly secured to the plate |35 and in its valve closed position contacts an annular portion |46 of the body member 98 constituting a valve seat. The valve plate |36 is held in its valve closed position by a valve spring |48. Both the valve member 33 and .switch 88 are opened by a cam |58 pivotally mounted at its ends in the side walls of the body member 88 and shaped to provide flats |52 and |54 lying in different planes. A crank |56 is secured to a pin |58 extending from one end of the cam, said crank being connected to the accelerator |68 by the link |62, Figure l.

A crank |64, also connected to the cam, is connected to a throttle operating crank |66 by a link |68, said link being slotted at |78 to insure an opening of the switch 88, Figure '7, before a throttle valve |72 is opened. A spring |74 serves to rotate the crank |86 to its throttle closed position when the accelerator is released. The function of this lost motion connection will be described in greater detail hereinafter.

Describing now the operation of the switch and valve unit, when the accelerator is in its released position the cam is moved, by an accelerator return spring |76, to its switch and Valve closed position disclosed in Figures 6 and '7. closed in Figue '7 the portion |44 of the arm |42 is then spaced a short distance from the flat |54 of the cam. The plate |36 is at this time heid in its valve closed position by the spring |48 and the movable Contact member is held in its switch closed position by the spring H5. The switch 86 being closed, the clutch control mechanism then functions to disengage the friction clutch providing of course the engine is idling to create a source of vacuum, the governor operated switch 818 is closed and the clutch pedal 28 is released to close the switch 84. To reengage the friction clutch below governor speed the driver` then depresses the accelerator to open the switch 88 and open the valve 33.

Describing this operation of the switch and valve unit, when the accelerator is depressed the crank |56, which is directly connected to the accelerator by the link |82 is rotated clockwise, Figure 6, thereby rotating the cam |58. Now, inasmuch as one edge of the hat |52 is in contact with the bottom of the member ||2 it follows that the clockwise rotation of the cam serves to rotate the contact member 86 in a counterclockwise direction, thereby opening the switch 86.

As dis- The opening of the switch 8S results in a deenergization of the solenoid 7|, thereby permitting a spring |78 to move the armature 74 downwardly to the position disclosed in Figures 4 and 5. The valve member 76, which is connected to the armature 74, is thus moved to its valve closed position disclosed in Figures 4 and 5 and this operation of the valve initiates a clutch engaging operation of the motor unit I2 which operation is described hereinafter.

By continuing the depression of the accelerator the cam |58 is rotated sufficiently to take up the lost motion between the flat |54 and the member |44, Figure '7, and further depression of the accelerator results in a rotation of the cam, and a rotation of the arm |42 and plate |38, to open the second stage bleed valve member 33. The opening of this valve member results in a venting to the atmosphere of a compartment |88 of the clutch control motor unit. The air travels to said compartment via openings |82 in a plate |84 constituting the base of the valve and switch unit, compartments |86 and |88 in said unit which compartments may be filled with steel wool or other suitable air cleaning material, ports |98 and |92 in the body member 98, a compartment |94 of the unit which houses the above described switch and valve mechanism, a duct |96, a conduit |98 connected with the motor unit, ducts 288 and 282 in the valve body member 44, a compartment 284, the opening in the cupped portion of the member 78, a compartment 286, duct 288 and a duct 2|.

There is thus provided in the switch and valve unit disclosed in Figures l, 6 and '7 an accelerator operated means for in part controlling the operation of the clutch operating motor unit |2; for, assuming that the switches 83, 85 and S3 are closed and the engine idling, a release of the accelerator serves to effect a closing of the switch 84, thereby eifecting a clutch disengaging operation of the motor unit. When the accelerator is depressed to open the throttle the first increment of movement of the accelerator results in an opening of the switch 84 to initiate a clutch engaging operation of the motor unit. As will be described in greater detail hereinafter, the first stage of this clutch engaging operation is automatically completed when the clutch plates contact with each other at a predetermined load and the second stage of this clutch engaging operation and opening of the throttle are, with a normal operation of the accelerator, initiated when the eccelerator has been depressed far enough to effect the movement of the throttle operating crank |65, Figure l, that is, after the lost motion between the end of said crank and one end of the slot |70 in the link |68 has been taken up. In other Words, the opening of the throttle and the concurrent operation of the second stage valve member 2.3 are initiated at the same or substantially the same time the first stage bleed valve 32 is closed.

Describing now the breaker switch 88 and the governor for operating the same, all disclosed in detail in Figures S, 9 and 10, this mechanism, hereinafter referred to as a governor and switch unit, includes a cup shaped casing member 2|2 having an opening 2i4 in its base. A drive shaft housing member 2i4 is secured at its upper end to said casing member, a portion of said member extending through the opening 2|3. The member 2M may be threaded at 2|6 to provide means for securing the governor and switch unit to the chassis or any other convenient support.

The member 214 is bored to receive a governor drive Vshaft 2|8 having a gear member 220 secured to its lower kend by a pin 222. The drive shaft 2I8 is journalled in bearings 22,4 ,and 226 which are grooved at 228 to receive a lubricant. To the upper end of the drive shaft there is secured a pin 238 telescoped within a cup shaped member 232. rljhe lower end of the member 232 is provided with an outwardly extending flange 234 having portions thereof tting within notches 236 and 238 in centrifugally operated weights 248 and M2 respectively, said weights being mounted on pins 244 and 246. These pins are secured at their ends to a stamping 248 U-shaped in cross section secured to the end of the driving shaft 2l8. A relatively thin plate 256 is xedly mounted on the top of the housing member 214 and felt 252 or any other suitable air lter material is packed between the plate 256 and the bottom of the casing member 2 l2. rlhis lter is incorporated in the governor and switch unit for the purpose of cleaning the air which is drawn in via an opening 254 in the base of the casing member 2I2 into said casing. The filter absorbs .any water which is admitted to the interior of the casing via the opening 254; for the operation of the centrifugal weights results in a partial vacuum being created within the unit and as a result air, water and dirt are drawn through the opening 252.

Describing now the breaker switch mechanism disclosed in Figures 8, 9 and 10, the same is mounted on the inner side of a cover plate 266 of the governor and switch unit which plate is detachably secured, by fastening means 258, to the cup shaped casing member 262. The switch mechanism comprises a thin, flat U -shaped metal stamping 26E, Figure 9, constituting the movable contact member of the switch and a metal bolt 262 constituting the fixed contact member of the switch. The movable contact which operates as a lever is provided with a metal tab 263 extending inwardly from one end portion of the stamping, said end portion being enlarged at 264 as clearly discloses in Figure 19. The fixed Contact zsz is insulated from its support by any suitable means 266 and is so provided with a metal tab 268 contactible by the tab 263. The U-shaped movable contact is provided with openings 268 and 218 and through these openings extend fulcrum members 212 and 214. The latter members are preferably rectangular in shape and slightly bent at their ends, 'thereby providing a fulcrum for the contact member 266 when said member is forced against the members 212 and 214 as it is being rocked to open and close the switch. IThe members 212 and 21d constitute an integral part of a stamping 216 which may be riveted to the inner surface of the casing member 256.

Describing the means for effecting the rocking action of the movable contact member, that is, the operation of said member when it functions as a lever, there is provided a coiled tension spring 218 having a hook 286 at one of its ends extendthrough an opening in a central part 28| of the U-portion of said contact member. The other end of the spring 218 is provided with a hook 2&2 which extends through an opening in one end of a rectangular shaped metal stamping This stamping is preferably provided -with a rectangular shaped opening 288 in its other end through which opening there extends a rectan-guler shaped support .member 298. As with the aforementioned fulcrum members 212 and l0 214 the member 228 is an integral part of the stamping 216 and is slightly bentat its upper end to provide a groove to support the end. of the stamping 286. The central portion'of the stamping 286 is provided with an opening through which extends the shank portion of a yieldable member 222 made of any suitable non-conductive material such as synthetic rubber. One end of `this member 292 is preferably rounded as disclosed in Figures 8 and l0 and is contacted by the aforementioned cup shaped member 232. A coiled compression spring 284 is sleeved, at one of its ends, over the shank of the member 292 and 'at its other end is fitted within a screw 296 bored to receive said spring. This screw is threaded into a cylindrically shaped member 298 xedly secured to the casing member 256 by means of a cylindrical portion 388 extending through an opening in the casing member 256 and bent over at its end to provide means not only to clamp the member 288 in place but also to secure the stamping 216 in place. A

Describing now the operation of the governor andthe breaker switch operated thereby, it will be noted as disclosed in Figure 10, that when the tension spring 218 extends in a line forming an acute angle A withV the plane of the U-shaped movable contact member 266, then said spring exerts a force having a component which lifts the end portion of said contact member upwardly, that is away from the plane of the casing lmember 25.6. This condition results in the holding of the contact tabs 263 and 262 in engagement with each other to maintain the switch closed, and the switch remains closed when the oar is at a standstill-or is travelling below the higher of two critical governor speeds, say thirteen miles per hour,

vas the speed of the vehicle is being increased.

Until this critical speed is reached the governor mechanism -does not force the cup shaped member 232 upwardly far enough to move the .member 262 andthe stamping 286 connected thereto. To effect a closing of the switch the compression spring 294 forces the movable end kof the stamping 286 downwardly to the position disclosed in Figure 1-0 in which position the contact member 268 and spring 218 are out of alinement with each other as disclosed by the angle A in said flgure.

When the vehicle speed is being increased and is approaching the aforementioned vcritical upshift speed of 13 M. P. H., the governor weights 240 and 242 rotate about the pins 244 and 246 in the direction of the arrows shown in Figure 8 thereby forcing the member 232 upwardly to compress the spring 294 and move the spring 218 into alinement with the movable contact member 268. When the aforementioned critical vehicle speed is attained spring 218 is positioned very slightly beyond dead center with respect to the contact member 268; then the longitudinal axis of said spring lies in a plane forming a very small acute angle with the plane of said contact member. The spring then exerts a force having a component tending to lpull the portion 28| of the contact member toward the plane of the casing member 256. The contact member acting as a lever is by this operation rocked with a snap action about its fulcrum to open the switch. Upon decreasing the vehicle speed to the critical downshift speed of, say `10 M. P. H., the force exerted by the centrifugal weight driven member 232 is reduced and the spring 294- expands, returning the spring 218 and stamping 286 to their positions shown in Figure 1Y0 andfthis results in i. i the rocking of the movable contact member about its iulcrum to again close the switch. It is to be noted that due to static friction and other causes, there is a dierential o1" approximately 3 M. P. H. in the aforementioned critical governor speeds; however, this is a desirable feature of the switch mechanism of my invention, inasmuch as such a mechanism is -free of the undesirable hunting operation of a breaker switch. By adjusting the setting of the screw 296 with the consequent variation of the loading of the compression spring 295 the critical governor speeds may be varied as desired. To make this adjustment it is necessary to remove a protective packing 29? of wax or other suitable material.

Describing now one of the most important features of my invention, there is provided in addition to the grounded governor operated switch 88, a grounded selector lever operated switch 302,

wired in parallel with said governor operated -v switch, for in part controlling the operation of the clutch control motor unit I2. The changespeed transmission 26 disclosed in Figure 1 is operated by a manually operated selector lever 364 and said lever also serves to operate the aforementioned switch 302 when the lever is moved to operate the transmission. Describing this operation of the Switch 302 when the driver exerts a slight pressure on the selector lever 304 to initiate the gear selecting movement of said lever the switch is closed completing an electrical circuit to energize the three-way valve operating solenoid `1I. As previously described the motor I2 is thus energized to effect a disengagement of the friction clutch and the parts of the mechanism are so constructed and arranged and so operative that this occurs before the selector lever is moved sufficiently to demesh the gears of the transmission.

Continued movement of the selector lever then effects a meshing of the gears to establish the transmission in the desired gear setting and when the driver removes his hand from the vselector lever the switch 302 is opened thereby opening the aforementioned electrical circuit which initiates a clutch engaging operation of the motor I2; more particularly initiates the operation of the first stage valve 32.

The details of the selector operated switch 302 constitute no part of my invention; accordingly, the specific construction of said switch is not covered by the subjoined claims. My invention does, however, include said switch as one element of the mechanism constituting the invention, said switch being so constructed as to be closed when a relatively low pressure is exerted upon the selector lever and prior to the operation of the transmission. It therefore follows that the switch 302 is so constructed that the same does not open until the driver removes his hand from the selector lever, that is, when the same is not subjected to any force. It will also be apparent that the removal of the drivers hand from the selector lever after the transmission has been operated merely initiates the first stage clutch engaging operation of the motor I2 and that the completion of the clutch engaging operation of said motor is effected by the throttle and second stage bleed valve opening movement of the accelerator, all as described hereinafter. It should also be noted that the hereinafter described fixed bieeappening est in a conduit ses, Figure 2, serves to prevent an undesired slipping of the c lutchand insure an eventual completion of the engagement of the clutch should the driver neglect to depress the accelerator and neglect to remove his hand from the selector lever after said lever has been moved to operate the motor I 2 and effect a new setting of the transmission.

Describing now the complete operation of the clutch control mechanism of my invention and incidentally completing the description of said mechanism, when the accelerator IGS is completely released to close the switch 06, the clutch pedal 2t is in its released position to close the switch 84 and either the selector level` 304 is moved to close the switch 382 and set the transmission n gear or the Vehicle is either at a standstill or is travelling at or below the critical governor speed to thereby effect a closing of the switch S8, then the valve operating solenoid 'II is energized. This operation results in the armature itl being `drawn upwardly, against the tension of the spring |16 to seat the valve member 'i5 upon the flange 00, Figure 5. The clutch control motor unit I2 is then energized; for a compartment 3I0 of said unit is permanently Vented to the atmosphere and the compartment IBI) of said unit is at this time connected with the intake manifold of the engine via ducts 2I0 and 208, Figure 5, in the valve body member 44, the valve compartment 206 outlined by the member 'i8 and the upper surface of the body member til, ducts 3I2 and 3M, in the member t4, a nipple 3i5 tted within the duct 3M and a erible conduit Bit connected with the intake manifold of the engine. rEhe power element or diaphragm i0 of the motor unit is thus subjected to a differential of pressures resulting in its movement to the dotted line position disclosed in Figure 2 in which position the friction clutch is disengaged, that is the driven clutch plate is moved away from the driving clutch plate against the tension of the clutch spring.

Describing now in greater detail the clutch engaging operation of the motor unit I2, when the electrical circuit including the solenoid winding 'I2 is broken by the opening of any one of the switches 302, 86 or 08, then the solenoid 'II is deenergized. The spring I'I8 acting on the solenoid armature 'I4 then expands, thereby moving said armature and the valve member 16 connected thereto downwardly to seat said Valve member at 320, Figure 5. This closing operation of the valve member 16 results in a venting of the compartment I of the motor unit to the atmosphere via a hollow nipple 322, Figure 2, mounted in the valve casing member 50, a compartment 324 outlined by the diaphragm 56 and said casing member 50, ducts 260 and 202 in the valve body member 44, the valve compartments 204 and 206 and the aforementioned ducts 200 and 2M, the latter leading to the motor compartment 80.

As will be described hereinafter this air transmitting circuit is made possible by virtue of the fact that the valve operating diaphragm 56 is moved to the left, Figure 4, against the tension 0f the spring 62 to move the valve member 60 away from a seat 326, 'hen the motor unit is energized; for when said unit is energized a compartment 328 of said unit is partially evacuated by virtue of the conduit 308 which interconnects said compartment 328 with the compartment |80 of the unit. It follows therefore that when the compartment 80 is partially evacuated the compartment 328 is to the same degree evacuated and this results in the aforementioned movement of the diaphragm 56, and the valve member 60 connected thereto, to theV left to unseat said valve.

atenas? One of' the important features of the clutch v control mechanism of my invention vlies in the means for controlling the clutch engaging operation of said mechanism and completing the description. of this operation, as stated above, the valve 3B is at this time, that is, immediately after the solenoid Il is deenergized, closed by the seating of 'valve member l5 on the seat 320,

and the valve member @El is positioned away from the seat 326.

Air then rushes into the motor compartment 18E! from the nipple 322 via the above described air transmitting circuit and this action results in the initiation of a movement of the diaphragm lo to the right, Figure 2, toward its clutch engaged position shown in full lines in said figure, the clutch spring then functioning as a source of power. This operation immediately results in the maintenance of a partial vacuum in the motor compartments iBS and 328, and the maintenance of the diaphragm 56 and the rst stage valve member to connected thereto in their valve open positions; and the valve member 6G remains in this open position as long vas the clutch spring is with full force pulling the diaphragm i0 to the right, Figure 2, to thereby maintain the partial evacuation or the compartments 80 and 328.

Now when the clutch plates contact at a certain load the pulling force or" the clutch springr g is reduced and this operation results in a seating of the Valve member Explaining this operation of the mechanism, it is to be remembered that the compartments 189 and 32S are at the time vented to the atmosphere; accordingly, when the `vacuum creating movement of the diaphragm i6 is checked by the contacting of the clutch plates, the air continues to rush into said compartments with the result that the spring 62 then functions to seat the valve member and cut oli the i'iow of air into said compartments. At this juncture it is to be observed that the time oi closing of the valve member @il and the degree of loading of the clutch plates when the movement of the diaphragm `il is checked, is determined by the loadingof the spring 2; accordingly, the initial loading of the clutch plates and lthe resultant initial acceleration of the vehicle is determined by the adjustment of the screw S8.

Now all oi the above described clutch engaging operations of the parts of the motor unit to eiiect the iirst stage of clutch engaging moilement of the power element are, with a normal operation oi the accelerator, completed. at the same or substantially the same time that the opening of the throttle and the bleed valve :its is initiated; for as previously described the lfirst increment of movement oi the accelerator eliects an opening of the switch llt and this operation initiates the aforementioned first stage operation of the motor unit. Continued depression of the accelerator opens the throttle thereby increasing the torque of the engine and the resultant .driv ing force ofthe driving clutch plate, and this Aoperation of the accelerator also opens thebleed 'valve 33 thereby providing the heretofore -described supplementary source of air for the Compartment itil of the motor unit. Now thev vdegreewof openingl of the bleed-valve 33 determines the rate of flow of air `into the compartey ment 18o with the resultant progressive increase .of the clutch plate loading. There is thus provided .in the accelerator operated bleed valve, means cooperating with the throttle tor deter Vmining the rate of increase of the acceleration or the vehicle, said .rate of increase being determined by the mode ol operation of the accelerator as the same is depressed. As described above, the conduit 3638 may be provided with a small bleed opening 366, therebyproviding a source oi air for the motor compartment i8@ which supplements the air to said compartment admitted `via the second stage bleed valve 33. Ii perchance the driver .merely depresses the accelerator only a slight distance to open the bleed valve 33 or fails, for an abnormal period of time, to openthe throttle at all, then the air admitted to the compartment ist via the ,opening 3% will result `in -anincrease in loading of the clutch platesY and thereby prevent a slipping of the clutch.

It 'is ,to be notedhere that by .constructing the 'mechanism of Figure l so :that with a normal operation of the accelerator the opening of the throttle and bleed valve is .timed to occur at the time when or immediately after the clutch .plates rst contact with each other, there is provided a mechanism which cooperates Well with the fluid clutch of the power plant to effect a smooth start of the vehicle vfrom rest or a speeding up of the vehicle when the friction clutch is reengaged by Adepressing the accelerator; for the nuid clutch,

by virtue of its being a yieldable force transmitting medium, will prevent the engine from being stalled both before and after the second stage leed valve is opened. If, perchance the nrs-t stage bleed valve fails to close at the proper time or fails to close at all, then the fluid clutchwill, by virtue of a slipping action, prevent a stalling of the engine; and the driven after a slight opening of the bleed valve 33 fails to continue the depression of the accelerator to increase the engine torque, then the iiuid clutch will again prevent the engine from stalling. If the clutch control motor unit is provided with the iii/:ed bleed opening 39E and the driver fails to open the bleed valve 33 then the uid clutch will prevent the engine from stalling as the clutch plate loading is increased.

There is thus provided, in the clutch control mechanism of my invention, meansv cooperating with the fluid clutch to insure the desired acceleration of the vehicle after an operation of the transmission has been eileced; and there is provided by the mechanism of my invention means for operating the friction clutch7 duid clutch and transmission, said mechanism including but three controls, namely, the accelerator, clutch pedal and selector lever, but two of said controls being operated after the engine is started. This mechanism, that is, the combination of an accelerator controlled internal combustion'engine, an accelerator controlled fluid clutch, a selector lever controlled selective transmission and an accelerator, governor and selector lever controlled two siege friction clutch operating motor, eiects the desired operation of the power plant with but a minimum of controls, the vehicle being started from rest smoothly and its speed increased after the operation of the transmission without jerking -the vehicle.v l

Referring now 'to lFigure 1l there is diagrammatically disclosed in this ligure the above ldescribed clutch-control mechanism in combination with one of vthe-kicldowntransmission `mechanisms of the day said kickdown mechanism having been incorporated in certain makes of 1941 cars. 'The mechanism disclosed in Figure 11 is the same as that shown in Figure 1 together with the kickdown transmission mechanism, the manually operated change speed transmission 26 of Figure 1 being supplanted in Figure 11 by the transmission 21 of said mechanism. Parts of the mechanism in Figure 11 which duplicate the same parts in Figure l are given the Same reference numeral with the addition of a prime.

Briefly describing the kickdown transmission mechanism of Figure 11 the change speed transmission unit 21 includes mechanism operable by cranks 326, 328, and 330 extending from the casing of the said unit. The cranks 326 and 328 are connected by suitable linkage with a shift lever 304 mounted beneath the steering wheel of the vehicle. The parts of this linkage and the transmission mechanism 21 are preferably so constructed and arranged that to establish the transmission in reverse gear the driver first lifts up the shift lever, that is rotates the same in a plane perpendicular or substantially perpendicular to the plane of the steering wheel, and then rotates said lever in the plane of the steering wheel to its reverse gear position. This operation serves to rotate the crank 326.

Now to elect a forward speed setting of this particular type of well known kickdown transmission mechanism the driver has the choice of moving the crank 328 to either its low range position or to its high range position; and this is accomplished by rotating the shift lever 334' in a plane parallel to the plane of the steering wheel to one or the other of two positions. Preparatory to getting the car under way the driver will probably move the shift lever to its low range position. Now at this time, that is with the engine idling and the car at rest, the friction clutch, preferably located to the rear of a fluid coupling 33| of the kickdown mechanism, is disengaged by virtue of the above described operation of the clutch operating motor 12'; and the transmission 21 is established in its kickdown setting. This operation of the transmission is effected by a spring operation of a vacuum and spring operated motor 332 similar to that disclosed in the U. S. patent to Dunn No. 2,257,674 the power element 333 of said motor being operably connected to the crank 338 by a link 334.

Briefly describing the kickdown motor 332 and its operation said motor includes a compartment 335 outlined by the power element 333 and parts of the motor casing. The gaseous pressure within this compartment is controlled by a solenoid and spring operated three-way valve, not shown. When the valve operating solenoid, indicated by the reference numeral 338, is deenergized this valve is opened by a spring, not shown, thereby connecting the compartment 335 with the intake manifold of the engine; and this operation serves, when the accelerator is released suiciently to effect a certain degree of manifold vacuum, to energize the motor 332 thereby rotating the crank 333 to move the same to its upshift position. Now if the crank 328 is at the time in its low range position, then the transmission by this vacuum operation of the kickdown motor 332 is established in its high, low range setting. When the valve operating solenoid 338 is energized this operation. serves to close the three-way valve thereby venting the compartment 335 to atmosphere; and when this occurs a spring 339 within said compartment serves to expand to move the crank 330 to its kickdown position. The spring 333 is cocked, that is compressed, when the motor 332 is energized by vacuum. Now if the crank 328 is in its low range position then the transmission by this kickdown operation of the motor 332 is established in the low, low range setting. The spring or kickdown operation of the motor 332 is facilitated by a momentary interruption of the ignition system of the engine.

Describing now the ignition controlling electrical means, an interrupter switch 321, housed within the motor 332 and operated by a rod connected to the power element 333 of said motor is wired in series with a grounded accelerator operated switch 34D and the primary coil 34| of the ignition coil 342 of the ignition system. The distributor of this ignition system is diagrammatically disclosed in Figure 1l and is indicated in general by the reference numeral 343. This distributor which is of conventional design includes, of course, a grounded condensor 334, a breaker switch 345 and a rotor 346 wired to the several grounded spark plugs only one of which is disclosed. As disclosed in Figure l1, the interrupter switch 321 is also wired in series with a grounded governor operated switch 341. This switch also serves as a part of the clutch control mechanism which has previously been described and differs only from switch 88 of Figure 1 in that at or below governor speed the grounded movable contact of the switch moves into contact with two fixed contacts, one wired to the valve operating solenoid of the clutch control motor and the other wired to the solenoid 333 and ignition interrupter switch 321 of the kickdown motor 332.

Completing the description of the ignition system disclosed in Figure 11 the primary coil 341 of an ignition coil 342 is wired in series with the ignition switch 83 of the system, a grounded battery 82 and the breaker switch 345 of the distributor; and the secondary winding 358 of the ignition coil is wired in series with the rotor 346, the ignition switch and the grounded battery.

Completing the description of the electrical means of the kickdown transmission mechanism of Figure 1l the aforementioned valve operating solenoid 338 of the kickdown motor unit 332 is wired in series with the ignition switch 83', the grounded battery 82' and the grounded accelerator operated switch 340; and said solenoid is also wired in series with the grounded governor operated switch 341, the ignition switch and the battery. When the solenoid 338 is energized, by either bringing the vehicle speed down to or below governor speed to thereby close the switch 341 or by closing the switch 348 by depressing the accelerator to its wide open throttle position, then the three-way valve of the motor unit 332 is operative to effect a kickdown operation of said unit; and when the solenoid 33S is deenergized, by an opening of both the switches 34'.' and 343, then said valve is operative to effect an upshift operation of said motor.

The parts of the mechanism disclosed in Figure 11 having been described the description of the cycle of operations of said mechanism will be continued. The transmission having been established in its low, low range setting, the driver to get the vehicle under way depresses the ac celerator to effect a clutch engaging operation of the motor I2' and an opening of the throttle; for it will be remembered, as described above, that the clutch operating motor I2', when the car is at rest and the accelerator is released, is ener- 17 gized toA disengage thefriction clutch. vNow the aforementioned 1941- cars equipped withfa kickdowntransmission mechanism are also equipped with auid coupling constituting a part of said mechanism accordingly there is included in the power plant disclosed in Figure l1 the aforementionedcoupling 33| which is of conventional construction; Aand this coupling, as previously described, cooperateswith the friction clutch control mechanism to effect the desired acceleration of the vehicle.

The car being now under way in the low, low range setting of the -transmission is accelerated until its-speed is such as to operate the governor to open the switch 341 thereby effecting a deenergization of the solenoid 338 with a resultant opening of the control valve of the motor unit 332. This motor unit 332 is then energized by Vacuum when the accelerator is released to close the throttle to create suiicient vacuum in the intake manifold; and this energization of the unit 332 eifects an upshift operation of the transmission 27 to establish-the 'same in its high, low range setting. VThis operation of the motor unit 332- is Lfacilitated by the slipping operation of the fluid coupling. Should the driver nowdesire to increase the speed of the vehicle with the transmissionestablished inthis high, low range setting he merely has to depress the accelerator to further open-the-throttle; With normal driving the driver will probablythen wish toY establish the transmission in its high range setting and to-v effeet this operation heneed Abut first release the accelerator to close the switch 86' and then move thejshift lever 304'7to its highv range position. The-friction clutch is-then disengaged by power and fthe transmission established in its high range setting inthe order named this shift lever controlled operation of the clutch controlimechanism having been previously described. The accelerator is then depressed to reengagethe clutchand accelerate the vehicle.

Should-the driver wish to quickly pass a car on the roadlorvr maintain the car speed upon reaching the foot of a hill he willeffect a kickdown operation of the motor -332 by depressing the accelerator I Bil' to its -widew openv throttle position. The switch 34|! is Ythen closed this operation being effected when a stop 352, -Xedly c onnected to thefaccelerator operatedy link |68,.is moved tov rotate a crank 35d which operates the switch-340. The `switch 3M!` is not closed, however, untilafter the lost motion at 110 is taken upand-the` throttle is in its wide openposition. A--spri-ng 356, constituting `a part of the force transmitting means interconnectingthe accelerator with the throttle, will yield after the throttle is fully opened and-duringthe rotation of the crank 354 to close the switchv340. y Y

Now as previously-describedthe closing of the switch 340 eifects a kickdown operation of the motor.332.and this operationvis facilitated by themomentary interruption of the ignition system.- Describing this operation the initial movement of .the-power element 333 of the motor-332 serves, lby virtue of the movement of the switch operating rod connected to the power element, -to close .the ignition interrupter sw-itcl 132l'|;- and after said rodhas-.been moved a slight distance the.n switch-.321. is .again-opened.-Y lDuring the slight-movement of ...the rod ,theV switch` 321 remains closed thel ignition. system is disabled-to facilitate the kickdown operation of the-transmission; .and when" the switch-.321 Vis opened, whichoccursatwthe samel or substantially -the Same timeA that the remeshineqoperation of the transmission is completed, then'the normal operation ofthe ignitionsystem is resumed. This momentary interruption ,of the ignition system or so-called engine` torque reversal operation is additive to the slipping operation of the fluid coupling 33| in facilitating the kickdown or downshift operation of the transmission 27. The transmission having now been established in its low, high range setting the driver will maintain the accelerator depressed suiciently to attain or maintain, as the case may-be, the car speed de'- sired;` He will thenrelease the accelerator to again effect an upshift` operation of the motor 332;, al1 as previously described.

When the car 'comes toa Vstop'the transmission 21 is automaticallyestablished in its kickdown settingregardless of the range settingof the transmission; for' vthe governor operated 'switch 341 then functions, when the critical relatively lov/,gear speed or governor speed is reached, to initiate'thekickdown operation of the motor 332.

There is thus provided, by' the'above described particular type of kickdown mechanism in combination with the clutch'control means of my in` vention a very -simple and `effective power 'plant of an Vautomotive vehicle. This power plant includesY butv three manually loperated, controls, that is 1a clutch pedal, `an accelerator and a shift lever. UnderY normal driving conditions there is no need to use the clutch pedal of this'mechanism' for with the transmission established in either its low, low range or low, high range setting and thefcar standing on a hard surface there is no need, by virtueof theslipping operation of the fluid coupling, tomanually disengage the friction clutch prior to starting the engine even though the transmission is in gear. And it may be added that `with this mechanism the driver may, to drive'the car forwardly on relatively level ground which isrelativel-y dry and hard, dispense with an operation of the shiftlever after the transmission is established in' its high range setting. There'is then but one control to operate, that is theaccelerator.V The llui'dl coupling 33| of the mechanism 'of Figure A,11 cooperates with the clutch ycontrol in effecting the desired acceleration of the vehicle when the, friction clutch is being engaged and said coupling alsocooperates with the kickdown motor '332 in its operation of the transmission. As tothe clutch control mechanism said mechanism except under unusual conditions dispenses witha manual operation of the friction' clutch; and a disengagement of the latter is 'necessaryprior to effecting any one of the reverse gear, low range, high range and transmission neutral settings of the transmission. The accelerator controls the' throttle, the fluid coupling, the clutch control motor andthe kickdown motor and the shift lever of the mechanism controls both the transmission 'and the clutch control motor.

Now the `above described kickdown' transmission mechanism; that is that disclosed in Figure 11,Y includes a fluidA coupling in combination' with a kickdwn transmission mechanism the latter being selectively operable, by a manually operated shift-lever, to establish, the transmission in any one f -a reverse gear, transmission' neutral, low range or highrange setting. This transmission is also operated, by akiokdownsprin'g an'd vacuum operated motor, toeffecteither a kickdown operation of the transmission or an upshift operation thereof. Applicant is not however lim'- itingf his invention to the use of only one type of kickdown mechanism of the day in combina-v tion with the clutch operating power means' disclosed in Figure 1 of the drawings; for other kickdown mechanisms of the day include a power and manually operated transmission, the manually operated shift lever of said mechanism serving to selectively establish the transmission in any one of a transmission neutral setting, a mud gear, that is relatively low gear ratio setting, a reverse gear setting and an automatic setting. In this type of kickdown mechanism the kickdown motor unit of Figure 11 serves, after the shift lever has been operated to establish the transmission in its aforementioned automatic setting, to effect either an upshift setting or a kickdown setting of the transmission.

It follows therefore that the kickdown mechanism disclosed in Figure 11 may be either one or the other of the abovedescribed types of this mechanism; for both mechanisms employ the three cranks 326, 328 and 330, the rst two being manually operated by an operation of the shift lever 304' and the latter operated by the kickdown motor unit 332. The crank 326 with both types of kickdown mechanism is operated to establish the transmission in its reverse gear setting and the crank 328, in the last described kickdown mechanism, is operable to establish the transmission either in its mud gear setting or an automatic setting preparatory for the operation of the motor 332.

At this juncture it is also to be particularly stressed that applicants invention is not limited to a kickdown transmission mechanism employing a uid coupling; for this coupling may, with the inclusion of a friction clutch and applicants power means for operating the same, be omitted from the combination. 'Ihe combination of a kickdown mechanism of either of the above types, and a power operated friction clutch controlled in part by a shift lever, provides a very effective portion of an automotive power plant; for the automatic disengagement of the friction clutch, both when bringing the car to a stop and with an operation of the shift lever to operate the transmission, facilitates the operation of the trans'- mission by said shift lever. As to the operation of the kickdown motor 332 its two operations are, of course, facilitated by an operation of the fluid coupling if such a coupling is present in the power plant however the ignition interruption to facilitate the kickdown operation of said motor and the release of the accelerator to reverse the engine torque and slow the engine down to transmission meshing synchronous speed, facilitates the upshift operation of said motor. The mechanism covered by this application is 1n part disclosed in my copending a-pplication Serial No. 442,465 filed May 11, 1942; accordingly this application constitutes a continuation in part of the latter application.

While one illustrative embodiment has been described, it is not my intention to limit the scope of the invention to that particular embodiment, or otherwise than by the terms of the appended claims.

I claim:

1. In an automotive vehicle provided with a power plant including a throttle, an accelerator, a friction clutch, a shift lever positioned adjacent the steering wheel of the vehicle and a change-speed transmission; means for operating said clutch and transmission comprising a twostage fluid pressure operated motor for operating the clutch, a motor for operating a part f the transmission', valve means for controlling the operationl of the clutch operating motor, valve means for controlling the operation of the trans-I mission operating niotor, accelerator operated means', including two' separate switches serving as part f the means forl controlling the opera-l tion of both of said valve means, and means, including a switch and transmission operating force transmitting means, actuated by the shiftlever and operative to in part control the operation' of both the transmission and the clutch operat' ing motors; the parts of said mechanism being so constructed and arranged and so operative that with a release of the accelerator and a transmis-I sion operating movement of the shift lever there' results an operation of a part of the first men tioned valve means and a subsequent energiza' tion of the clutch operating motor' to disengage the clutch; the parts of the mechanism being' also so constructed and arranged that With a' certain operation of the shift lever and a depresf sion of the accelerator there results a clutch enl gaging operation of the clutch operating r'riotor' in two stages, the parts of the mechanism being' also so constructed and arranged that the trans-v mission operating motor is energized to effect a certain setting of the transmission when the accelerator is depressed beyond its full throttle open position.

2. In an automotive vehicle provided with a steering wheel, an accelerator, a friction clutch and a change speed transmission mechanism including a kickdown mechanism, a motor for operating the kickdown mechanism of said transd mission mechanism, valve means for controlling the operation of said motor, a two stage fluid pressure operated motor for operating said clutch'- to facilitate certain operations of the transmis-'- sion, valve means for controlling the operation of said latter motor and means for controlling theA operation of both of the aforementioned valveT means and for operating a part of the transmis-' sion mechanism, said control means comprising' accelerator operated means and further compris'' ing a manually operated shift lever and switch means directly actuated by said lever'j the parts of said mechanism being so constructed' and arir ranged that a part of the accelerator operated means and the switch means actuated by the sliiftf lever cooperate to control both the disengagementL of the clutch and the engagement thereof, the parts of said mechanism being also so constructed and arranged and so operative that the accelerator and shift lever constitute common controls for both the transmission mechanism and the clutch control mechanism.

3. In an automotive vehicle provided with a power plant comprising an engine throttle, a friction clutch, a fluid coupling and a change speed transmission including a kick-down mechanism, said coupling cooperating with the clutch to effect a smooth start of the vehicle from rest and facilitating an upshift operation of the kickdown mechanism of the transmission; means for' operating both the clutch and transmission comprising a two stage fluid pressure operated motor for operating the clutch, a motor for effecting either a kickdown or an upshift operation of' the,kickdown mechanism of the transmission and means for controlling the operation of said clutch and transmission operating means including a switch mechanism, a throttle operatingmember operably connected to said switch mechanism, a manually operated transmission controlling shift lever mounted adjacent the steering rwl'ieel 'of `the'vehicle" and la* clutch "controliswitch associated vvith said sh'i'ft lever said switohbeing 'closed incidental lto 'af transmission operating operation-ofisaid lever; the parts of said control means being so constructed and arrangedandso 'operative that the throttle operating member and shift lever together Iconstitute means for 'controlling thepperation ofv both the transmission and clutch, said parts being also socon'structed 'and arranged and so operativethat 'to eiect adisengagement of the clutch, incidental to an operation of the shiftlevertowoperaterthe transmission, the aocelerator'is relased'andthe shift lever is 'movedto'operate the transmission, and'to effect a two stage engagement of th'ecliitchtheshift lever is operatedin al certain manner tand the accelerator is depressed. y

4.*In'an automotive vehicle provided ivith'a throttle, africti'on Aclutch and 'a change-speed transmission, means'foroperatingsaid clutch and transmission'comprising a vtwo-stage iduid pres- 'sure operated motor 'for operating the clutch,v a

motorv` constituting "a partof 'the transmission operating means and means'for contrclling'the operationof the 'clutchand `tra'r'ismission,ope'rating means comprising a 'manually operatedshift lever'mounted'adjaeentthesteering wheel of the vehicle, svvitch'm'eans actuated by said lever and constituting a part of "the means for controlling the operation 'of the aforementioned clutch operating `motor, amanually operated throttle operating 'meansan'dswitch means operated by said throttle operating'means'and constituting a part of the means forcontrolling theoperation o'f both of the aforementioned motors; the parts of the aforementioned mechanism being so constructed and arranged and so operative that to disengage the clutch, incidental to the operation of the shift lever to establish the transmission in any one of a plurality of settings, the accelerator is released and the shift lever is operated in a certain manner, and to then engage the clutch in two stages after the latter operation of the transmission has been completed, the shift lever is operated in a certain manner and the throttle operating means is depressed, a part of said depression of said means serving to so operate the means operated thereby as to effect the second that is last stage of clutch engaging operation of the clutch operating motor.

5. In an automotive vehicle provided with an accelerator, a friction clutch, a change speed transmission and a shift lever mounted adjacent the steering wheel of the vehicle, means for operating the clutch and transmission the clutch being disengaged to facilitate an operation of the transmission and also to enable the transmission to be left in gear when the vehicle is brought to a stop with the engine idling, said clutch and transmission operating means comprising a two stage fluid pressure operated motor for operating the clutch and a uid pressure operated motor for operating a part of the transmission, valve means for controlling the operation of the clutch operating motor, valve means for controlling the operation of the transmission operating motor, accelerator operated means, including a lost motion connection means interconnecting the throttle and accelerator, for in part controlling the operation of both of said valve means, and means, including a switch and transmission operating force transmitting means, actuated by the shift lever and operative to in part control the operation of the transmission and in part control the operation of the clutch operating motor; the

" Darts of* 'said' lineclanismbing l so vandarranged ands'doperative Vthat Witharelease of the accelerator 'and' a v-transmissionoperatii'lg lmovernent'of the shift lever-there resultsj' an 'operation ofv apart of the A-rstmentioned"valve stage offo'l'veration beinge'ected as-the` aforebefore i the throttle is` opened, the "second `jstage v'of 'operation vbeing "effected asthe -throttlefisjbe- -ing opened; 'the rparts-of the mechanismbeing also vsoV constructed-and arranged that 'thetransmission operating- 'motor lis energized to" effect a-certain setting of'the transmission when accelerator is depressed beyond its full throttle open-position;

6. In an"automotive vehicle vprm/ided 'Withfan accelera'tor,"`a friction clutchfand a change speed transmission; means for operatingthe 'transmis- 'sion and clutch comprising a 'tvostfage' fluid' pressure operated motor "for operating thefclutch, l"a

'fluid' pressure' operated'intr fo"r' operiating al part Aof the transmission and means Vfdricontrolli'ngthe operation of saidclutcha d transmission op ating means comprising va eimeans for 'effecting the two sta-ge clutch 'engaging operation of the aforementioned clutch Aope'ra'tir'rg lmotor, valve Vvmeans 4Vfor controllingthe operation of the'afrementioned transmission operating motor, means, operated by the accelerator, for in part controlling the operation of the clutch control motor valve means, means, also operated by the accelerator, for controlling the operation of the control valve for the transmission operating motor, a manually operated shift lever, means, operated by said lever for in part controlling the operation of the clutch control motor Valve means, and means operated by said lever for supplementing the operation of said transmission operating motor in the operation of the transmission; the parts of the aforementioned mechanism being so constructed and arranged and so operative that with a certain operation of the controls the clutch control means operated by the shift lever cooperates with the accelerator operated clutch control means to eect the two stages of clutch engaging operation of the clutch motor said operation being eiected by a normal throttle opening depression of the accelerator, the lparts of the aforementioned mechanism being also so constructed and arranged that when the accelerator is depressed beyond its full throttle open position then the transmission operating motor is energized to effect a certain operation of the transmission.

'7. In an automotive vehicle provided with a throttle, a friction clutch, a fluid coupling and a change-speed transmission, means for operating said clutch and transmission comprising a two-stage uid pressure operated motor for operating the clutch, a uid pressure operated motor constituting a part of the transmission operating means and means for controlling the operation of the clutch and transmission operating means comprising a manually operated shift lever mounted adjacent the steering Wheel of the vehicle, switch means associated with said lever and constituting a part of the means for controlling -the operation of the aforementioned clutch operating motor, a manually operated throttle operating means, means, including a switch mechanism, operated by said throttle operating means and constituting a part of the means for controlling the operation of both of the aforementioned motors; the parts of the aforementioned mechanism being so constructed and arranged and so operative that to disengagethe clutch, incidental to the operation of the shift lever to establish the transmission in any one of a plurality of settings, the accelerator is released and the shift lever is operated in a certain manner, and to then engage the clutch in two stages, after the latter operation of the transmission has been completed, the shift lever is operated in a certain manner and the throttle operating means is depressed, a part o1" said depression of said means serving to so operate the means operated thereby as to effect the second, that is, last stage of clutch engaging operation of the clutch operating motor.

8. In an automotive vehicle provided with a power plant including an accelerator, a friction clutch, a fluid coupling, and a kick-down transmission mechanism including a kick-down mechanism and a manually operative selectively operable means; a motor for actuating the kick-down mechanism of the transmission, a manually operated transmission and clutch controlling selector lever serving in part to actuate the aforementioned selectively operable means of the transmission, power means, including a stage type of pressure differential operated motor, for operating the friction clutch, valve means for controlling the operation of said clutch operating motor, valve means for controlling the operation of the motor for operating the kick-down mechanism, and means for controlling the operation of both of said valve means including a switch actuated by the selector lever and serving to control the operation of the valve for controlling the clutch operating motor and further including switch means actuated by the accelerator and serving to control both of said valve means.

HAROLD W. PRICE.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Number Name Date 1,844,631 Bragg et al Feb. 9, 1932 2,049,738 Hill et al Aug. 4, 1936 2,051,606 Jacobs Aug. 18, 1936 2,078,174 Brewer Apr. 20, 1937 2,095,763 Price et al Oct. 12, 1937 2,169,216 Bloxsom Aug. 15, 1939 2,175,179 Caserta Oct. 10, 1939 2,183,244 Misterly et al. Dec. 12, 1939 2,206,586 Struck July 2, 1940 2,216,466 Brewer Oct. 1, 1940 2,229,319 Wesselhoi Jan. 21, 1941 2,280,002 Neracher Apr. 14, 1942 2,296,282 Hruska Sept. 22, 1942 2,296,290 Mayrath Sept. 22, 1942 2,320,182 Hill et al. May 25, 1943 2,492,923 Moore et al Dec. 27, 1949 

